Railway safety appliance.



RAILWAY SAPETYYAPPLIANGE. APPLIOATION FILED JAN. 22. 1907.

wi tu @ons 676 NITED STATES PATENT OFFICE.,

vGEORGE W. JAYNE, OF WASHINGTON, DISTRICT .OF COLUMBIA.

RAlLWAY SAFE-TY APPLIANCE..

Specification of Letters Patent.

Patented Mayv21, 1907.

Y Application filed January 22, 1907. Serial No. 353,535.

' pliances, and has reference more particularly to that class of inventions which are designed to automatically stop a locomotive should the engineer cr driver fail to regard danger,

or other cautionary signals forming a portion" of the block system of a railroad.

The invention has for its object the production of a simple and inexpensive device which can be applied to the locomotives now in general use without changing their` construction in any manner, and which will so act upon the throttle lever of the engine as to iirst disengage said lever from its locking device and subsequently throw the lever in a direction to cut off the power.

A further object is to provide means whereby sand is applied to the tracks and an emergency valve in the brake system opened,

in the order named, the sanding and air release being accomplished by the same device that cuts off the power.

A further object is to provide an improved trip to operate my improved safety appliance.

The invention willbe hereinafter fully set forth and particularly pointed out in the claims.

In' the accoi'npanyingr drawing Figure l is a top plan view illustratingV my invention. Fig; 2is a section on the line 2.-52, Fig. 1. Fig. 3 is-a detail view of the sliding member. Figs. '4 and 5 are detail views of the trip actuating device. Fig. 6 is a detail. Fig. 7 is a view of a modified form of operating lever.

Referring to the drawing, 10 designates` the throttle lever pivoted atY 11 and connected to the throttle valve at 12. Adjacent said lever is mounted a toothed locking segment 13 which is engaged by a spring pressed dog 14, the latter being retracted through the medium of a rod 15 connected to a hand lever adjacent the free end of the throttle lever. The -foregoing structure is that in general use upon standard locomotives in this country.

-Upon lever 1.0 is pivoted a member 16 of ap-4 lproximatel'y U-shape and embracing said lever in such a manner that the latter serves to limit the niivemcnt thereof, the pivot of said member being located near the end adjacent the shaft 17 ofthe dog 14. The shaft l17 is connected to member 1,6 bymeans of a bell crank lever 18 pivoted to the top of the throttle lever 10. l

In engines of the extended'boiler t Ie,

,where the throttle lever is over the t'op o the boiler, I employ a slidable operating member 19 mounted in a bracket 20 and having a bore in which works a rod 21. The forward end of said rod is normally engaged by the free end of the member 16. The rear end of rod 21 is provided with an antifriction roller, and

- a spring 22 serves to assist the s ring of dog 14 in holding said rod in a norma ly rearward position. The sliding member 2() is o erated by means of a lever 23 which exten srdown through the cab floor, the upper end of'said lever being provided with a cam portion 24 whichV4 engages .the antifri'ction roller on rod 21. The lower end of lever 23 is engaged by a trip lever 25 lpivoted adjacent thereto and shaped substantially as a bell crank, one end of said trip lever being provided with a roller 28 to engage the trip device 29. The lever 23 is preferably made of two parallel pieces of metal shaped substantially as shown, and riveted together, with the cams 24 and 27 formed of blocks of metal Isecured between the parallel pieces.

To the upper part of lever 23 is secured a rod S arranged to operate the sanding device (not shown) in any preferred or suitable manner, and below Said rod is a second rod A connected to an emergency valve (not shown) in the air brake system. These rods are so located that just as the power is cut 0H the sanding apparatus is o erated to sand the tracks and immediately a ter the delivery of the sand is started the air brakes are set.

Any suitable trip device'may be employed,

Athe path traversed'by trip lever 25, and the same is raised by means of suitable levers 33 connected with the apparatus for operating `=the semaphore target, by means of rods 34. Of course it will be noted that while I have 4o'. ued movement of the lever 23 forces member may be operated independently.

In that ty e'of'engines in which the throttle lever is, ocated at the rear end of the boiler, I dispense with member 20 and its adjuncts, and operate the member 16 by direct 'engagement ywith lever 23, as shown in Fig.

7. If desired, the trip lever 25 may also be dis ensed with and the lever 23 provided wit an integral tripping ortion 25, formed by bending the lower en of lever 23 at an approximate` angle of 45, this modification being also illustrated in Fig. '7, the bent portion being reinforced, as shown.

In practice the-tripping member is nor-l mally belowthe plane of the trip lever, but when the signalman or operator sets the a aratus by raising the tripping member, t e ever 23 will be rocked. The eect of this rocking movement is to push forward the rod 21, where the same is employechto move member 16, or,else by direct engagement to move said member, the effect of which is to retract dog 14 against the action of its spring thereby disengaging said dog from segment 13. In locomotives which are provided with the double balanced type of throttle valve the foregoing action would serve in time to effect the automatic cuttingoff of the power, but in order to insure an iinmediate shutting off of the power, a continued movement of the lever 23 is permitted to push the throttle lever forward after the dog 14 is disengaged, thus positively closing the throttle valve. Where the sliding member 19 Iis employed the iod 21 is first moved to unlock the throttle lever and then the contin- 19 forward to complete the movement of the lthrottle lever. B y thus arranging the relative movement of the member 19 and rod 21 I avoid thenecessity of employing a long connecting rod. The rods S and A are so positioned with relation to lever 23 that just after the power is cut off the sand valve is opened and the tracks sanded and iimnediately thereafter the air pressure in the brake system is reduced, thus bringing the train to a Stop without any unnecessary ar or shock.

The advantages of my improved safety ap liance are obvious. It will be particular y observed that I have provided-a simple and inexpensive apparatus that may be applied to the standard locomotives without altering the construction thereof, and by means of which the power is automatically cut off from the engine and the train brought to a stop without any unusual shock or jar and within a minimum distance. It will also be observed that the same lever which operates to eut off the power is also arranged to operate the sanding devices and the air stanca brakes in the order named. It will be further observed that while I have described my improved trip as operated by a signalman, it is perfectly obvious that the setting of the same may be controlled by a previous train, by employing any one of the numerous automatic devices heretofore designed for that purpose. Another advantage lies in the fact. that in practice. two trip members are preferably operated in conjunction and so separated that the engine will be brought to a stop through the medium of the first one, the second being so located with relation to the first that the engine Will stop thereover. By this arrangeengage the same to move it in a direction to -shut off the power, said lock controlling means and said operating means being normally disconnected, said operating means being located to one side of said throttle lever and independent of the latter.

2. The combination with a throttle lever and a lock therefor, of a member pivoted to said throttle lever for controlling said lock,

and means for operating the lock controlling member to unlock the throttle lever and`\to subsequently engage the same to m ve it in"a direction to shut ofi the power, saidrmember` and said operating means being normally dis` connected, said operating means being located to oneside of said throttle 'lever and independent of the'latter.

3. The combination with a throttle lever and a lock therefor, of a member pivoted to IIO said throttle leverfor controlling said lock,

said member being provided with means for limiting the movement thereof, and-means y for operating said member to unlock the throttle lever and to subsequently move the same in a direction to shut ofi the power, said member and said operating means being normally disconnected.

4. The combination with a throttle lever and a lock therefor, of a member pivoted to said throttle lever and having a portion to engage the rear edge of the latter, and means for operating said member to unlock said throttle lever and to subsequently move the same in a direction to shut oll' the power, said member and said operating means being normallydisconnected.

5. The combination with a throttle lever and a lock therefor, ofa member pivoted at one end on said lever and controlling said 7. The combination with a throttle lever,

and a lock therefor, of a member pivoted to said throttle lever and controlling said lock,

an o erating lever, and means for causing said ever to move said member to first disengage said lock and subsequently move the throttle lever in a direction to shut off the power, said pivoted member and said lever being normally disconnected.

A8. The combination with a throttle lever, and a lock therefor, of a member pivoted to said throttle lever and controlling said lock, a tri lever, and means operated by said lever Yor moving said member to first disengage said lock and to subsequently move said throttle lever in a direction to shut off the power, said pivoted member and said moving means being normally disconnected.

9. The combination with a throttle lever,

`and avlock therefor, of a member pivoted to said throttle lever and controlling said lock, a slidable member for operating said pivoted member and normally disconnected therefrom, and means for operating the slidable member to first move' the pivoted member to disengagc said. lock, and to subsequently cause the same to engage said throttle lever to move the latter 1n a direction to shut off the power.

10. The combination with a throttle lever and a lock therefor, of a member pivoted to the said lever an controlling said lock, a slidable member, foroperating said pivoted member and. normally disconnected therefrom, having a bore, a rod mounted in said bore and engaging the pivoted member, and means for operating said slidable member and rod to move the pivoted member to first disengage said lock and subsequently engage said throttle lever to move the latter in a di` rection to shut off the power. i

11. The combination with a throttle lever and a lock therefor, of a member pivoted to said lever and controlling said lock, a slidable member, and a lever for operating the same, said pivoted member being moved to first disengage said lock and subsequently engage said throttle lever to move the same in a direction to shut off the power.

12. A safety device comprising a lever, means for tripping the same, and means connected to said lever for shutting off the power, for applying sand to the tracks, and

or operating the air brakes in the order named.

13. The combination with a throttle lever, of a trip device, and means operated by said trip device for moving said throttle lever in a direction to shut olf the power and subsequently provide a temporary lock therefor.

14. The combination with a throttle lever, of a trip device, a slidable member, and means operated by said trip device to project said slidable member against said throttle lever in a direction to shut off the powerv and to subsequently serve as a temporary lock therefor.

In testimony whereof, I have signed this specification in the presence of two subscribing witnesses.

i GEORGE W. JAYNE. Witnesses:

H. JOSEPH DOYLE, WM. S. Honoris. 

